Electric signaling system.



s. M. WARD, 1R.

ELECTRIC SIGNALING SYSTEM. APPLICATION FILED OCT. 14. I908. RENEWED DEC. 15.1916- 1,241,063. PatentedSept. 25, 1917.

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S. M. WARD, In.

ELECTRIC SIGNALING SYSTEM. APPLICATION FILED OCT. :4. I908. RENEWED 050. I5, 1916.

1,241,063, Patented Sept. 25, 1917.

2 SHEETSSHEET 2.

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Q vitmwoeo j v Q r z I .2 ilNi SAMUEL M. WARD, JR., OF WOODMEBE,

new YORK, ASSIGNOB T0 JOHN T. CLARKE,

OF NEW YORK, N. Y.

ELECTRIC SIGNALIIIG SYSTEM.

Specification of Letters Patent.

Patented Sept. 25, 1917.

Application filed October 14, 1908, Serial No. 457,743. Renewed December 15, 1916. Serial No. 137,266.

To all whom it may concern:

Beit known that I, SAMUEL M. WVARD, J r., citizen of the United States, residing at Woodmere, Long Island, N. Y., have invented certain new and useful Improvements in Electric Signaling Systems, of which the following is a specification.

My invention relates to electric signaling systems and .more particularly to electric railway signals of that type applied to a single track connecting turnouts, and which will allow a predetermined number of cars to follow each other in the block, the signals being set by the first car of the series and cleared only by thelast car leaving the block.

Theobject of the invention broadly is to provide certain improvements in the signaling system described in my copending application, Serial No. 384,955, filed July 22,

In said application means were provided for assuring the proper operation of the controller when cars entered simultaneously from opposite directions, the first car to back out and reenter set the signals and was in control of the block; and means were also provided for permitting a car'which had overrun adanger signal thrown in front of it to back out without affecting the signals, but such means were controlled entirely by the proper manipulation of the controller by the motorman of the car entering and leaving the block.

Une of the objects of this invention is to provide means for preventing a car which has overrun a danger signal from affecting the signals on leaving the block, which means is to be operated in moving some part'or mechanism which is in the path of the car, and the movement or operation of which must be effected precedent to the proper backing out of the car on its turnout. For this purpose any suitable part of the permanent way may be utilized that indicate that the block is filled, and should another car attempt to overrun such a signal its brakes will be automatically applied.

The invention will best be understood by the following description, reference being had to the accompanying drawings, in which,-

Figure 1 is a diagrammatic view of the signaling system as applied to a section of single track road between turnouts.

F 2 shows diagrammatically a modified arrangement for preventing a car which has overrun a danger signal from affecting the signals when it backs out of the block.

F 3 shows amodified arrangement of the switches as used in Fig. 2,

Fig. '4 shows diagrammatically an arrangement of insulated track sections and connections for taking the place of the trolley switch, and

Figs. 5, 6, 7 and 8 show the successive positions of the semaphore at danger, normal, caution, and clear.

Referring to the drawings (Fig. 1, station A) 1 is an incandescent lamp in a local circuit which preferably remains closed at all times to indicate tothe motorman the location of the signals. 2 is a four-position semaphore arranged to indicate danger, normal, caution, and clear, as shown in Figs. 5, 6, 7, and 8, and which may be operated through any suitable means, such as by the solenoids 3, 4i, and 5. The semaphore as shown is operated by means of the pawls 6, and three displaced arms a, a, (tithe latter arranged with the semaphore on a stub shaft or sleeve.

The semaphore is shown in its danger position, Fig. 5, where it is held by the counter-weight w and in this position the arm a, is in a position to be engaged by the pawl of solenoid 3. When this solenoid is energized its pawl engages the arm a rotating the semaphore to normal (the position shown in Fig. 6). where it is held by the energization of this solenoid. When the semaphore is in this position arm a is in position to be'engaged by the pawl oi solenoid 4, and

when the latter is' energized the semaphore is rotated to the caution position, Fig. 7; in which position the semaphore is held by said solenoid; arm a now being in position to be engaged by the pawl of solenoid 5. When solenoid 5 is momentarily energized, as hereinafter explained, the semaphore isrotated tothe; safety or go-ahead' post-'- ing the block.

tion,Fig. 8 from which position it drops back to caution? upon the deenergization of solenoid 5, under theinfluence of weight w, which may obviously be replaced by a spring.

Each pawl carries a projection or stud which, just before the pawl reaches its upper position, engages a cam projection on the frame (not shown) for causing the disengagement of the pawl from the arm; while the pawls may be returned to their upper position through the gravitation of the semaphore or by individual springs. The semaphore carries the usual red, white, yellow and green lenses, which pass consecutively before the lamp 1.

The solenoid 3 is placed in a local circuit 7 having contacts normally closed by arelay "8 of relatively high resistance. The semaphore carries a contact to bridge contacts 9 for short circuiting resistance 10 when the semaphore goes to danger. The step by step controller comprises the ratchet wheel 12 which carries a finger 15 for engaging switch17, and a pin 16 for engaging a pro jection on the frame (not shown) To limit the movement of the wheel, the switch 17 is pivoted on a shaft andheld in eitherof its operated positions by spring 18.

Solenoids 19 and 20 operate the ratchet wheel 12, through pawls 21 and 22, the mag nets being controlled respectively through circuits 23 and 24 by cars entering and leav- At each end of the block is placed a trolley switch 25, to be engaged by the collector of cars entering and leaving the block for energizing circuits 23 and 24: to operate the controller.

A conductor 26 extends along the block through which the signals are set and has similar trolley and ground connections at each end. The trolley branch at A includes contacts 27 relay 8 and resistance 10, while the ground branch includes contacts 28, wire 29 and conductors 30. and 31 in parallel which contain magnets 1 and 5 respectively; conductor 31 being normally open at contacts 32 and 33.

A second conductor 34 extends along the block having similar ground and trolley connections at each end, the trolley connection at station A including conductor 35 and switch 36, to contact 37, while the ground connection is through contacts 39, conductor 24, and solenoid 20 to ground.

7 The solenoid 1 is of relatively low resist-- ance as compared with relay 8 at B with which 1t Wlll be in serles when line 26 is energized. The hlgher resistance relays 8 and 8' are so designed that either of them.

- cut out, without overheating the coils. The

relatively low resistance solenoidsd and 4C are so designed that neither of them will attract its core to move the semaphore when it is energized with one of the resistances 10 or 10 in circuit; but upon the resistance being bridged by one of the semaphores going todange'r, the solenoid will become energized suiiiciently to attract its core and move the semaphore. The resistances 10 and 10 are such that when out in and out of the circuit they will vary the current in line 3st by a considerable percentageof its normal value. v

At station A, a circuit extends from the trolley wire through conductor 10, switch 1-1, conductor 1-2, switch 43 to magnet 44 for operating the automatic stop device A? and adjacent to switch A1 isa contact 15 from which leads a conductor through lamp 46 to ground, the connections at station being similar to those described.

. The automatic stop device 47 is shown diagrammatically at the incoming fork of the track, consisting of a disk or crank-arm mounted on a stub shaft carrying a tripthe semaphore 2 going to danger, or when-- ever switch 11 is opened by pin 16 on arm 15 after a predetermined number of cars have entered the block at that end. 1

The'operation of the system so far described is as follows: A car entering the track at A will engage switch 25 closing a circuit from contact 38 through contacts 4 8, conductor 23 and magnet 19 to ground, thus operating pawl 21 to advance disk 12 one step causing the finger 15 to engage switch 17, throwing the same so as to close contacts '28 and 39 and open contacts 27. Theclosing of contacts 28- completes a circuit from the trolley wire at station B through resistance 10, relay 8, contacts 27, wire 26, contacts 28-at vA, conductors 29 and 30 and solenoid 1 toground. The closing of this circuit energizes relay 8 at B,

thus opening circuit 7 and allowing the semaphore 2 to go. to danger, as shown, thus opening switch 43 to set the automatic stop device at B. Upon the setting of the signal, resistance 10 is bridged at contacts 9' and the current in conductor 26 is increased to energize solenoid A at A to move semaphore 2 to caution position as shown. When magnet19 was energized contacts 32 were bridged and when solenoidv 4; was energized, contacts 33 were bridged thus closing a circuit through conductor 31 to energize solenoid 5 for moving the semaphore at A tosafety position as shown in 8..

As soon as magnet 19 is deenergized by the opening of switch 25, circuit 31 is opened at contacts 32 and solenoid 5 deenergized to allow the semaphore to return to caution. Thus a momentary clear or go ahead signal is given; the semaphore then returning to caution to guard the .rearof the car.

The closing of contacts 39 at A, byswitch 17 completed a circuit from ground at A through solenoid -20, conductor 24, contacts 39, line wire 34:, conductor 35 at B, and switch 86' to contact 37, so that when the car passes off the block at B it will throw tongue 25 to contact 37, energizing solenoid 20 and throwing switch 17 to open contacts 28 and restore the signals. Contacts 39 at B being normally open, prevented the operation of the controller at that end when the car left the block.

When two or more cars follow each other into the block, the solenoid 19 is energized by. each to move finger 15 a step farther around so that the signals can only be cleared by the departure of the last car to enter the block. The energization of solenoid 19 also causes contacts 32 to be bridged, thus energizing solenoid 5 for giving each car a clear signal (contacts 33 being bridged as long as there is a car in the block.)

I Assuming that seven cars only are allowed in the block; when the seventh has entered, finger 15 will engage switch 41, moving it to contact 45, thus deenergizing the tripmagnet 14 to set the stop device and at the.

same time energizing lamp 4L6 to indicate to the next car that the block has 1ts maximum number of cars.

Should a car enter the block at the same instant one leaves the block, solenoids 19 and 20 will be simultaneously energized, but each will operate the controller in turn, as explained in my aforesaid application, due to the quick release and locking movement of the controller therein shown.

As stated, the signals at each end of the block were set through conductor 26 and-remain so as long as said conductor is energized, while said. conductor can only be 'deenergized by the movement of one of the switches 17, 17 in response to itscontroller. It will be seen that when relay 8 is energized. it opens the contacts 48, thus opening the circuit between contact 38 and solenoid 19; thereby preventing the operation of the controller at B byany car attempting to enter at that end. Since relay 8 is energizedthrough conductor 26 when the first car enters the block at A and remains energized as long as there is a car in the block from that direction, the controller at B cannot be operated by a car entering at this end as long as a car traveling from A is in the block; and since the controller-at A cannot be operated by a-car entering at B, obviously the signals at each end will remain undisa,

turbed by any car attempting to enter the block at B as long as there is a car in the block traveling from A.

It may happen that two cars may enter the block simultaneously-from opposite directions, or that a car may have a danger signal thrown directly in front of it after it has passed the stop device, and the followswitch 36, and at the same time, a pawl carried by the arm engages the ratchet disk and is retarded in its return movement by the escapement, thus holding the switch open a predetermined time. At station 13, a similar device is provided. Should cars enter the block simultaneously at each end, solenoids 19 and 19 would operate the controller to close contacts 28 and 28, thus ground ing line wire 26 at each end through solenoids d and 4-; neither car getting asignal. When the cars entered, neither of the switches 36 or 36 would be opened, since neither contacts 51 nor 51 were bridged; and the first car to leave the block say at B, will energize solenoid 20 through con ductor 2st; and solenoid 20 through wire 34: and conductor to restore switches 17 and 17 so that when either car reentered it would set the signals. .The second car inbacking out will not affect the signals since contacts 39 and 39' will be opened by the first car.

Should a car have the danger signal thrown in front of it as it entered the block and had passed the stop device, it-would be necessary for such a car to leave the block without affecting the signals. When a car overruns a danger signal, say at A, it can leave the block within a predetermined time without affecting the signals since contacts 51 will be bridged, and magnet 50 energized-by a car over-running a. danger signal at that end, and switch 36 opened to prevent the car from affectin the signals when leaving.

Fig. 2 shows a modified arrangement of the controller restoring circuits, in which the time retarded switches 3636 are replaced by two switches, one switch 59 being operated preferably by the trackswitch lever 60, and the other switch (32 which is placed in a circuit 61, in multiple with switch 59, being operated by a projection on the semaphore. f

Whenever a car has entered the block at either end, and it becomes necessary for it to back out. on the track fromjwhich iten tcr'ed, it is necessary for the track switch to bethrown either automatically or manually, and the throwing of the switch is utilized to prevent the cars from affecting the signals when leaving the block.

Supposing that the cars have entered the block simultaneously at each end, neither of them will receive a signal, as heretofore eX- plained, and the semaphore and track switches will be in the positions shown at A. In order for the cars to back off the trackswitches are thrown as shown at B, opening switches 59 and 59, but switches 62 and 62 being closed, as shown at A, either car in backing. off will energize solenoids 20 and .20" to restore the controllers.

Should a car be traveling in the block toward station 13, with the semaphore set at danger, as shown, if a car overran the danger signal at that end and entered the block, the track switch would have to be thrownto allow it to pass out on its proper track, thereby opening switch 59 so that the car-on engaging tongue 25 when it leaves, cannot close a circuit through either of the coriAcLluctors 35 or 61 to affect the controller at A lost motion connection is provided between the lever and track switch in the form of a link, so that the slight movement of the of the invention. For instance, the switches 62 may be operatedby any part controlling the semaphore; or by a magnet in its operating circuit; or, if the track switch is automatically operated; switch 59 may be 0p' 'erated by an electro-magnet in the controlling circuit, or it may be operated in automatically or manually throwing a trolley switch. Also switch 43, Fig. 1 may be controlled by any device operated when the semaphore goes to danger; the projections'shown in Figs. 2, 3, and 4:, being merely diagrammatic lllustrationsz likewise, soleno1d 5, Flg. 1 may be of low resistance 1nstead of solenoid 4; in which case contacts 33 may be omitted, since solenoid 4 will operate simultaneously with relay 8 and solenoid 5 will operate only after relay 8 has been energized to set the signal at and vary the current 1n w1re 26..

F i-gp3 is a modified arrangement of the circuits and switches 59 and 62, to be used when a single acting trolley switch 525 :is placed in each turnout. Then the switches 59 and 62 are in series; switch 59 being normally open. If a car enters the block at A simultaneously with one at B, switch 62 being closed, when the lever is thrown to permit the car to backout inthe left "hand turnout, switch 59 will be closed, thus comc5 plating circuits to the magnets: 2Q 20" f01 15 24 1 ,oee

restoring the controllers, as follows: from In Fig. 4:, the'trolley switches are replaced by insulated track sections. It has been found impracticable to build atrolley contact that will count in onl y one car when the collector engages it, due to the fact that at high speeds the unevenness in the trackand trolley, togetherwith the rocking of the" car, cause the collector to leave the conductor at intervals, thus drawing sparks and energizing and Y deenergizing the controller two or three times. It has likewise been found to be impracticable to build a satisfactory trolley switch that will withstand the hammerblowsof a fast trolley wheel.

- Insulated track sections have not been heretofore used due to the fact that a plu rality of insulated sections were necessary" in order to avoid operating the slgnals by an accidental or unintentional closing of the] a circuit by an lron bar or the llke, or by 7 means otherlthan the car wheel, and two separate insulated tracksections, properly connected, being" necessary to such an arrangement, has not heretofore been used because if both insulated sections are located within'the block, then'the insulated sections will be bridged by cars entering the block as well as by carsleav'ing the block; and toovercome this difliculty and to insure that the controller is operated in the proper manner by cars entering the block and in a different mannerby cars leaving the block, I have arranged an insulated track section in each of the turn-outs or. adjacent double tracks and a third insulated section within the block so connected that when the section in one of the turn-outs and the section in the block are simultaneously bridged, the controller will be advanced, and when the section in the other turn-out and the section in the block are simultaneously bridged, the

track between the; two insulated sections be shorter than the distance between as trucks of any car that is to operate the signal controller, so that the two sections can be bridged by the car: likewise in order that a train of cars will operate the controller but once, it is necessary that the insulated sections be longer than the distance between any pair of trucks in the train.

It is obvious that, should it be desired to apply the invention to a road or part of a road upon which single'cars never run, and upon which only a train of a given number of cars operate, this distance may be varied accordingly. 7 7

As shown in Fig. l, I have insulated a section C within the block and two sections D and E to be engaged respectively by the trucks of cars departing and entering the block. In order to obviate danger arising from using high tension on the rails, a battery B and relays 63 and 64: are provided, for connecting magnets 19 and 20 of the con troller to the trolley wire.

When a car enters the block, as soon as the sections C and E are bridged by the front and rear trucks, a circuit is closed through relay 63 as follows: from battery B, wire 65, rail 66, car truck to rail 67, wire 68, contacts 69, wire 70, to rail 71, rail 72, through car truck to rail 7 8, through relay 63 to the battery. This closes a circuit through contacts 74 and 48 to magnet 19 for setting the signals.

In passing out of the block at the other end, a car will bridge the rails of sections C and D to close the following circuit. From battery B, through the circuits above traced to rail 71, then through car truck to rail 75, wire 76, relay 64 to battery, thus closing contacts 77 and completing a circuit through wire 34 to magnet 20 at B for restoring the signals. Should cars enter simultaneously from opposite directions they would have to back out, restoring the controller. When lever 60 is thrown to move the track-switch contacts 69 are opened and contacts 59 bridged, thus opening the circuit to relay 64 just described through contacts 69 and wire 70 and establishing one through contacts 59, wire 78, and switch 62 to relay 6%, thus closing contacts 77 to restore the signals.

Should the car at A have overrun a darn ger signal, switch 62 would be open, and when the lever 60 is thrown to back the car out, the circuit through relay 6 1 would not bridged by cars entering and leaving. In this arrangement, the sections D and E would be made farther back in the turnouts with intervening sections.

Obviously, various changes may be made in the circuits and apparatus without departing from my invention; and I aim to cover all modifications in the appended claims, and I do not'wish to be understood as limiting myself other than as indicated therein.

l/Vhat I claim is:

1. In a block signaling system, the combination of a signal to be displayed when a car enters the block, means including a circuit controlling the setting of said signal,

' means including a circuit energized in response to cars leaving the block for restoring the signal, a track switch, and means operatively related with the track switch and said last circuitto prevent a car which has overrun said signal from affecting the same when it leaves the block.

2. In a block signaling system, the combination of a step by step controller, a sig-- nal at each end of the block controlled by the same, means including a circuit energized when cars enter the block to advance the controller to set the signals, means including a circuit energized when cars leave the block to restore the controller, and means including a track switch and contacts in said last circuit operatively related to the track switch to prevent a car which has overrun a signal and entered the, block at one end, from affecting the signals when it leaves the block at said end.

3. In a block signaling system, the com I bination of a signal, electromagnetic means including a circuit for causing the setting of the signal when a car enters the block, means including a circuit for controlling the clearing of the signal, means energizing said circuit by a car leaving the block, a track switch, and contacts operatively related to the clearing circuit and operated when the track switch is thrown to prevent the clearing of the signal by a car leaving the block.

4. In a block signaling system, the combination of turn-outs, a signal, electromagnetic means including a circuit causing the setting of a signal when a car enters the block, electromagnetic means including a circuit controlling the clearing of the sig nal, means operatively controlling said last circuit when a car leaves the block to clear the signal, means adjacent the end of the block and in the path of travel of a part of the car and having either of two positions according to whether the car is entering from or backing into one of said turn-outs, and means operated when said last means is moved from one position to the other, to prevent the clearing of the signal by the car in leaving for said turn-out.

5. Ina block signaling. system, the combination of a section of single track constituting a block, a double track at the end of said block, a signal, electromagnetic means including a circuit causing the setting of the signal when a car enters the blockfrom one of the two abutting tracks constituting the double track, means including a circuit controll ng the clearing of the signal, means energizing said circuit when the car leaves the block for the other abutting track, means adjacent said end of theblock and in the path oftra'vel ofa part of said car and haveither of two positions according to whether the car is pa sing from the block to one or the other of said abutting tracks, and a contact operatively related with said clearing. circuit and last means and opei ated when said last means is moved from its normal position to prevent the clearing of the s gnal by the car passing from the block to the track from which it entered.

6. In a block signaling system, the combination of a signal, electromagnetic means ,including a circuit at one end of the block acontroller for the signal, means including a circuit advancing the controller to set the signal when cars enter the block, means ineluding a circuit restoring the controller to clear the signal when cars leave the block, a track switch, a'plurality of switches in multiple in said last circuit, one opened when the signal is set at danger, and another opened by the throwing of the track switch, to prevent the operation oi the controller by cars leaving the block while the first of said switches is open.

8; In a block signaling systenn the com bination of a signal, means including a circuit and a contact therein at one end of the block causing'the setting of, the signal by a car entering the block, means including a circuit and a contact therein at the other end of the block causing the clearing of the signal-by a car leaving the block, a track switch, switches in multiple in said last circuit, one of which is opened when the track switch is thrown and the other opened when the signal is set at danger, whereby a car may-leave the block when both switches are open without affecting. the signals.

9. In a block signaling system, the combination of distinctive signals to be dis played one at each end of the block, a step by step controller at one end controlling the signals, means including a circuit having a contact at one end of the block for advancing the controller,means including a second circuit having a contact at the other end of the block for returning the con troller, a switch-connected. in one of said circuits and opened when one of the ,ignals goes to danger, a track switch, a second-switch in: multiple with the first switch and opened when the track switch is thrown, to prevent the operation of the controller by a car leaving the block when said last signal is at danger.

10. In a block signaling system, the combination of distinctive signals to be displayed at each end of the block, a step by step controller at each end of the block controlling saidsignals, means including a setting and a clearing circuit for each controller and a line wire connecting the-two clearing circuits through which means the controllersare operated, means in one of said circuits operated when the signal at its end is set at danger to prevent a car from operating the controller at that end in enter.- ing the block, a switch in theother circuit of said end opened when said last signal is set atdanger, a track switch at said last end of the block, and a switch in multiple with said last circuit switch and opened by the track switch. 7

11. In a block signaling system, the combination of distinctive signals tobe dis played at each end of the block, a stepby step controller at each end of the block con trolling said signals, means including a setting and a clearing circuit for each controller, train-controlling devices for closing the settingcircuit at one point at one end of the block as a train enters the block and closing the clearing circuit at one point at the other end of the block as the train leaves the block, and a line wire connecting the two clearing circuits through which means the controllers are operated, means in one of said circuits operated when the signal at its end is set at danger to prevent the car from operating the controller at that end in entering the block, a switch'in the other circuit of said end at a point between the train controlling devices and the connection with the line wire, said switch being opened when said last signal is set at danger, a track switch at said last end of the block and a switch in multiple with said last circuit switch and opened by the track switch to prevent said car from operating the controller at the other end of the block when it leaves by the way in which it entered the block. l

12. In a block signaling system, the combination of a four-position signal, a solenoid holding said signal at normal, a solenoid and iii

moving the signal to caution, a solenoid moving said signal to clear, a circuit including said last solenoid, contacts in said circuit closed in response to the energization of said second solenoid, a circuit including said second solenoid, contacts in said circuit, a step by step controller controlling said contacts, a second pair of contacts in the circuit of the clearing magnet operatively related to the controller mechanism and closed each time the controller is moved a step forward, and electromagnetic means for operating the controller in response to cars entering and leaving the block to prevent the return of the signal to normal by the car until the last car to enter has left the block.

13. In a block signaling system, the combination of a signal, a plurality of solenoids operating to move the signal to different-positions, a step by step controller and electromagnetic means for operating the same in response to cars entering and leaving the block, a circuit including one of said solenoids normally energized to hold the signal at normal, a circuit including another of said solenoids, a contact in said last circuit operated by the controller in response to the first car entering the block to energize said circuit and move the signal to caution, a

circuit including another of said solenoids, contacts in said circuit, and means operated to close said contacts when each succeeding car enters the block to move the signal to clear.

14. In a block signaling system, the combination of a signal at each end of the block, a solenoid holding each signal at normal, a separate circuit for each solenoid, a step by step controller and electromagnetic means operating the same in response to cars entering and leaving the block, electromagnetic means including a circuit, governed by the controller to deenergize the solenoid at the farend of the block to set the signal at that end to danger, and a second solenoid at the near end of the block operatively energized in response to the setting of the signal at the far end, to move its adjacent signal to indicate that a car is in the block.

15. In a block signaling system, the com bination of a signal at each end of the block biased to danger from its normal position, a normally energized circuit at each end of the block, and a solenoid in each circuit holding the signal at normalposition,

a step by step signal controller and electromagnetic means operating the same in response to cars entering and leaving the block, a magnet at the far end of the block controlling the normally energized circuit at that end, a circuit including said magnet and extending to the near end of the block, contacts in said circuit closed in response to the first movement of the controller to energize the magnet at the far end and open the adjacent normally energized circuit to cause the signal at that end to go to danger, and electromagnetic means at the near end of the block controlled through said circuit extending along the block and operatively energized when said last signal goes to danger, and electromagnetic means operatively related to the signal at the near end of the block and controlled by said last means to move the signal at its end to indicate that the controller has ,been operated.

16. In a signaling system, the combination of an automatic stop device, a signal, a signal controller, means including an electromagnet for operating the stop device, a circuit controlling said operating means, and a plurality of switches in said circuit for opening the same to set the stop device, one of said switches being operated when the signal goes to danger, and the other operated when the controller assumes a prede termined position.

17. In a block signaling system, the combination of a plurality of signals at one end of the block, a step-by-step controller governing the signals, electro-magnetic means operating the controller in response to the cars entering and leaving the block, an automatic stop device, electro-magnetic means for operating the stop device, a circuit, including said stop-operating means, and contacts in said circuit controlling the stop-operating means, said contacts being operated when the signals are set to open the circuit when either signal is set at danger.

18. In a block signaling system, the combination of a signal and a step by step signal controller at one end of the block, electromagnetic means for operating the controller in response to cars entering and leaving the block, an automatic stop device, means including an electromagnet and a circuit for operating said stop device, means operatively related to said circuit and signal and setting the stop device when the signal is set, and means operatively related to said circuit and controller and setting the stop device when the controller assumes a predetermined position.

19. In a block signaling system, the combination of a signal at one end of the block, a controller for controlling said signal, means operating the controller by a car entering and leaving the block, a switch hav ing a part in the path of a car passing it and having one of two positions according to the direction of the car passing it, and means operatively controlled in moving said part, to prevent a car which has entered the block against said signal from operating the controller in backing out of the block.

20. In a block signaling system, the combination of a signal at each end of the block, a controller at each end of the block for controlling said signals, means for operating one of the controllers by a car entering and leaving the block in given directions, means for operating the other controller by a car entering and leaving the block respectively in the opposite directions, means rendered effective when one of the signals is set by the operationof one of the controllers, to prevent the operation of the other controller by a car entering the block against said signal, a track switch, and means operatively related to the track switch and rendered effective in operating said track switch, for preventing the operation of oneof the controllers by said last car in backing out of the block in a direction to normally operate said controller.

21. In a block signaling system, the combination of a step. by step controller at one end of the block, operated in response to each ear entering and leaving the block in given directions, a signal at each end of the block controlled by said controller, a circuit energized in response to the first of said cars entering the block for operating the controller to set the signals and advanced a step by each succeeding car, a circuit energized in response to each of said cars leaving the block for returning the controller, a controller at the other end of the block operatively related with said signals and operated in response to cars entering and leaving the block respectively in the opposite directions and means comprising two contacts one of which is controlled by one of said signals, for preventing a car which has over-run one of the signals and entered the block at one end from afiecting when leaving said end of the block, the controller normally operative by a car leaving said end.

22. The combination with a section of single track constituting a block with two abutting tracks at one end, of a signal, insulated track sections one in each of the abutting tracks near the block and one within the block, and electro-magnetic means including electric circuits for setting the signal only when the section in the block and a section in one of the abutting tracks are simultaneously engaged by a car entering the block.

23. The combination of a signal, a single track having two abutting tracks at its ends, an insulated section in each abutting track engaged by car wheels within the respective abutting tracks, an insulated section within the single track engaged by car wheels entering or leaving the block at that end, and means including electrical circuits for setting the signal only when a section in one of the abutting tracks and the section in the single track are simultaneously engaged. v

In testimony whereof I have afliXed my signature, in presence of. two witnesses.

SAMUEL M. WARD, JR.

Witnesses B. DOROTHY CLEMENT, WILLIAM Fninss.

Copies of this patent may be obtained for five cents each. by addressing the Commissioner of Patents, Washington, D. C. 

